Train control



W. K. HOWE TRAIN CONTROL May 10, 1927.

Filed m 27, 192's Patented May 10, 1927.

UNITED STATES wI I'rHRor K. HOWE, or ROCHESTER, NEW YORK, ASSIGNOR 1 0GENERAL RAILWAY SIGNAL COMPANY} or ROCHESTER, NEW YORK.

TRAIN CONTROL.

Original application filed October 7, 1922, Serial No. 593,073..Divided. and this application filed November 27, 1925. Serial No.71,670.

This invention relates to railway brake control apparatus, and moreparticularly to means for automatically operating the usual engineersbrake'valve to a brake applying position in a manner so that theengineer cannot prevent its operation and without the necessity of usingan operating force as greatas that which'may be exerted by the engineer.3 i

Inapplying automatic devices for controlling the movement of trains inaccordance with traflic and trackway conditions in advance,it isdesirable, for well-known reasons, to use the regular air brake systemalready on the train; but difficulties 3 are encountered in enforcing anautomatic bra-keapplication with safety and in a manner so that it cannot be forestalled by the engineer. Inorder tov make a brake applicationby suitable automatic apparatus acting upon the usual air brakeequipment, it is necessary to vent airfrom the brake pipe. Since,however, the engineers brake valve when in its usual running positioncontinually feeds air into the brake pipe through a feed valve, it "isadvisable tocdo more than merely'open the brake pipe to atmosphere tocause a proper brake apple cation, that is, a brake applicationwhichwill not enable the triple valvelocated on the cars of the followingtrain to move into emergency and apply the brakes so severely so as toendanger the railway equipment. In addition to the undesirable featureof the automatic air brake system which allows air to pass through thefeed valve into the brake pipe undernormal conditions, that is, with thebrake valve in the running position, there is another problem to betaken into consideration, namely, the abilityv of the engineer tomovethe brakevalve to the release position when an automatic brakeapplication has occurred, and by so doing connect main reservoirpressure to the brake pipe for the purpose of partially or whollypreventing such an automatic brake application.

In accordance with the present invention it is proposed to modify theusual engineers brake valve of the standard automatic airbrake system ina manner so that the rotary valve member thereof can be actuated to theservice or emergency position by direct enproviding such movement is notopposed by ,a-suitable automatic brake valve operator.

which is moving toward, or is holding this valve in the service brakeapplying position.

Further ob ects, purposes, and characteristic features of the inventionwill appear as the description thereof progresses.

In describing the invention in detail, reference will be made to theaccompanying drawings, in which Fig. l is a-plan view of theusual'engineers brake valve provided with an automatic brake valveoperator. embodying the present invention, portions thereof being shownin section, and taken on the line 1-,1

of Fig. 2;

Fig. 2 is a partial section taken on the line 22, Fig. 1,'as viewed inthe direction of' the arrows; and

Fig. 3 is a cross-section taken on 33 of Fig. 2. This is a division ofmy prior application SeixNo. 593,073, filed Oct. 7, 1922.

Structure.

the line Referring to the drawings the automatic an air cylinder 31.This operator casing 30 is provided with afiange 32 corresponding .tothe flange of the usual engineers valve-cover plate, and is bolted tothe easing 33 of the usual engineers brake valve. This casing 30 isprovided with a partition 34, having a flange 35 to form a bearing. Theusualgrotary valve 36 is shown extending into the casing 30, and isprovided with a squared recess to receive the squared end 37 of thevalve stem 38. I

This valve stem 38 is provided with a recessed flange 39, in the recessof which is provided a packing ring 40. A compression coil spring 41 isprovided in the counter-bore of the squareportion 37 of the valve stem38 and bears against the rotary valve 36 to lift the valve stem 38 upagainst the partition 3d. The valve stem or urging ion; below thepzn-titiuu S 1 seat in the i the rotary valve 36 against it usualmanner.

lotatably mounted on the valve stem 38 is a gear sector l5, which is inoperative enqacement with a rack 46 guided by guides 47 and -18, andhaving its opposite end fastened to a piston l-S'J contained in the aircylinder 31. A ernnprcssion coil spring}; 50 is provided between thepiston 19 and the inwardly extending flange 5110i the air cylinder 31.This spring of] normally Innintaius the sector to in its normal.position as shown but will be compressed to allow the racl; ill to op tethe near sector in a. counter-cloclav se direction when pressure fluidadmitted to the air cylinder 31.

Directly above the sector the valve stem 38 is provided with a squaredportion on which slidably but nmrrotatably fitted a valve stem collarwhich is provided with a downwardly extending; lung 53 which is adaptedto he engaged by the edge oi. the sector do when this sector is rotatedin a counter-eloclrwiso direction. This valve stem collar C providedwith a sector ol insulation 5 i, having; a contact sepn'ient 55 suitablyfastened thereto (see Fig. The casing- 30 provided. with an insulatedterminal board 56 fastened thereto by screws 57, and having resilientcontact fingers 5S fastened under the heads of binding posts 59. Therelation of the contact segment, to that ol the contact lingers 58lSSTKZl'l that these contact lingers will be bridged by the segment onlyit the valve stem collar and rotary valve 36 are in a brave applyingposition either service or emergency, or both.

The valve stem 38 is provided with a cylindrical extension on whichpivotally journaled a handle stem (50, and this handle stein providedwith a flange (31 liearineg under the cover (l2 screw fastened againstthe casino Elli. This handle stem (50 is pro vided with a radiallyextending screw pin 6 which is urged against an upstanding lug til onthe valve stem collar C by the action oil a coil spring; (35, thisspring having its one end ilaatened to the handle stem 60 by a screw 66,and having its other end hooked around the curved lug 67 extending fromthe collar (l. It will. thus be noted that counfer-clockwise rotation ofthe hair dle stem (30 causes positive engagement between the screw pin63 and the lug- (ll, whereas clockwise rotation of the handle stem GOprovides an operative connection able to transmit a torque equal to theinitial tension o'l' this spring (35 only. The portion 70 of the handlestem 60 extending from the casing is squared, and provided with theusual air brake valve operating handle 71 which is provided with aspring latch 72 adapted to engage suitable notches 73 cored opening inwhich is contained a screw plug 81 which slidably supports the end of avalve stem having}; an armature 88 fastened lo the lower end thereof andadapted to be held in its upper and normal position by a coil 8-1;. Thisvalve stenrSiZ is provided with valves 85 and 86 adapted to rest ourvalve seats in the partitions 7G and 77 respectively, the valve 8:3being closed when the coil 84: is energized and the valve 86 beingclosed when this coil is de-energized. The compartment 78 isconnected tothe main reservoir of the usual air brake sys torn by a pipe 537,whereas the chamber 79 is connected to the air cylinder 31 by a pipe 88,and the chamber 80 is connected to atmosphere through the opening 89. Itis thus readily apparent that the air cylinder 31 will be connected toatmosphere when the coil 84- is energized, but will be connected to mainreservoir pressure when this coil is die-energized.

For purposes explained in the parent applieation, the electro-pneuniaticvalve EPV is provided with stick contacts, comprising an insulated disk74: fixed to the stem 82 and engaging insulated stationary contacts,shown as arrows, while the magnet of said valve is energized.

Operation.

Let us assume that the coil 8 2i oi? the EPV has been automatically deenergiZcd to etlcct an automatic servics alnplication. Thisdeenergization oi: the coil may be etl ected by any suitable traincontrol means, such, for instance, as described in the parent aiplication. Under this condition, main reservoir pressure will flowthrough pipe 87 chambers 7 fl and 7 9, through pipe 88 into the aircylinder 31, thereby compressing, spring 50 and operating the sector 45in a counter-clockwise direction.

Assuming that the brakevalve is at this time in its normal runnii'igposition as shown the initial or first part of the movement of the gearsector 45 will do nothing toward o1ierating the valve. After this ini'tial movement, the edge of the gear sector 4-5 will engage thedownwardly extending lug as on the collar C, thereby carrying thiscollar C, the valve stem 38 and the rotary valve 36 to the service brakeapplying: position of this valve the rack d6 being; limited frommovement by striking: the wall of the casing 30. It Will be noted thatthis move an automatic operation of the collar C will causethis springto carry the handle 71 with it to the service position, but will not bestrong enough so that if the engineer either holds the handle or movesit to the release position that this spring .will prevent the movementof the rotary valve 36 to the service brake applying position by theautomatic apparatus.

Assume now that the engineer has not held the handle 71, and that it hasbeen moved to the service position, so that the spring latch 72 engagesthe service notch.

' Assume further that the train has been brought to a safe speed, andthat the coil $4 is again energized by the automatic traincontrol'equipment. The energizatlon of the coil .84 cuts oil mainreservoir pressure from the air cylinder 31, and connects this cylin-'der to atmosphere through port 89. The

release of pressure from the air cylinder 31 allows the spring to movethe rack 46 and gear sector 45 back to their original and normalposition. The rotary valve 36 will, however, not be returned becausethere is no mechanical connection between the sector 45 and the collar Cfor clockwise rotation of this sector 45. If the engineer now wishes torelease the brakes, he may do so by moving the brake handle to therelease position and then to the running position, in the usual manner.7

Let us assume now that an automatic service brake application has beenellected, as just explained, and that the engineer desires to do'still'more toward stopping the train. This may be done by operating the brakevalve handle 71 to the emergency position, there being no interferencebetween the collar C and the gear sector 45 for counterclockwiserotation of this collar C. After such a brake application, the brakesmay again be released'manuallyin the same manner-as heretofore, as soonas the coil 84 is again energized. p

I-laving thus shown and described only a single embodiment of thepresent invention, andhaving illustrated and described this embodimentrather specifically it is desired to be understood that. this has beendone for the purpose of clearly disclosing the invention and withoutillustrating the scope of the invention or the exact apparatuspreferably employed in practicing the same, and that various changes,modifications and ad ditions may be made to adapt the invention to theparticular train control system in connection with which it is to beused as well as the particular air brake system to which it is to beapplied, all without departing from the scope ofthe invention or theidea of means underlying the same.-

What I claim is V 1. In a braking system, the combination with anengineers brake valve having a rotary valve therein; mechanism includinga handle for operating'said rotary valve to the release, the running andthe brake applying position; automatic means for operating said rotaryvalve; said mechanism being constructed so as not to permit said rotaryvalve to be moved toward the release position manually when it isautomatically operated even though the force produced by the automaticmeans is less than that exertable by the engineer, and circuit closingmeans closed when said valve is in a brake applying position.

2. In' a combinedmanual and automatic brake valve, the combination withthe usual rotary valve of an 'engineers brake valve, of manuallyoperable means which if actuated toward a brake applying position willoperate the rotary valve by direct engagement of parts and which ifactuated toward the release position will actuate said valve to suchrelease position through an intervening spring, and automatic means foractuating said rotary valve to a brake applying, position. i r

3. Brake applying apparatus for automatic air brake systems of the type:inwhich a brake pipe is normally charged and in which if the brake pipepressure is reduced an automatic brake application occurs, thecombination; with an equalizing reservoir normally charged to brake pipepressure, and an equalizing discharge piston valve constructed andarranged to vent the brake pipe to atmosphere when the pressure in thebrake pipe is higher than the pressure in the equalizing reservoir, saidmechanism being constructed so as not to permit said rotary valve to beremoved to the release pofor operating said valve to a brake applying 7position by direct engagement of parts and for operating it in theopposite direction through themedium ofa spring, and automatic means foroperating said valve to a brake applying position in opposition to saidsprmg even though said manually operable means is simultaneouslyoperated in the opposite direction.

5. An engineers brake valve comprising,

a rotaryvalve, manually operable means mechanically connected to sa drotary valve for operatmg said valve toa brake applying position bydirect engagement of parts and for operating it in the oppositedirection through the medium oi a spring, and automatic means foroperatil'ig said valve to abralie applyii'ig position in opposition tosaid spring it said manually operable means is at this time operated inthe opposite direction, said spring being: strong enough to cause themanually operable means to be moved to the brake applying position whensaid rotary valve is moved to this position automati ally.

(i. he eneineers brake valve comprising, a rotary valve, manuallyoperable means mechanically connected to said rotary valve foroperating:said valve to a brake applying: position by direct engagement oli partsand tor opcrating it in the opposite direction through themedium of :1Vspring, and :uitomatic means for operating said valve to a brakeapplying position, said automatic means exerting an operating: force ofa value to move said rotary valve to the brake applying position eventhough the i'nanually operable means is held in the release position,and said spring being strong enough to operate the rotory valve to therelease position when the automatie means is in its inactive comlitionand being strong enough to lause the manually operable means to movewith the rotary valve to a brake a n lying position when the automaticmeans operates said rotary valve to such brake applying position.

7. An engineers brake valve comprising, a rotary valve, manuallyoperable means mechanically connected to said rotary valve for operatingsaid valve to a. brake apply innposition by direct engagement of partsand :lor operating it in the opposite direc tion through the medium of aspring, said manually operable means including a retaining latchretaininglhe same. in the running position, automatic meane for operaling said valve to a brake ap jilying position, said automatic meansexerting an operating force oi? a. value to move said rotary valve tothe brake applying position even though the manually operable means isheld in the release position, and said spring be hip; strong enough tooperate the rotary valve to the release posit-ion when the auto niaticmeans is in its inactive condition and the manually operable means movedto the release position, and said spring being strong enough to causethe manually operable meaus to move with the rotary valve to the brakeapplying qiosition when the automatic means operates said rotary valveto the brake applying position in spite of the retaining; action of saidretaining latch.

8.111 a brake applying: apparatumthe combination with the usualengineers brake valve inehulin g the usual rotary valve, a handle, rigidmeans connecting said handle and rotary valve :lor operating said rotaryvalve to a brake applying. position, and yieldable means torcornice-ting; said handle to said rotary vi lvelor operation of saidvalve by a limited torce only toward a brake releasing uiisition.

9. in a combincvl manual or automatic brute valve, the combination withthe usual rotary *alve oi an engineefis b'alte valve, manually operablemeans which ifactuated toward a brake applying position will operate therotary valve by direct engagement of part and which if actuatedtowardrthe release position will exert a limited force only foractuating SfiltlwVfilVB toward such releasing position.

10.111 a combined manual or automatic brake valve, the combination withthe usual rotary valve of an engineers brake valve, manually operablemeanswhich itactuated toward a brake applying position will oper ate therotary valve by direct engagement oi? parts and which iii: actuatedtoward the re ease position will exert a limited force only foractuating said valve: toward such releasing position, a gear sectorwhich it moved in one direction about its center will engage said rotaryvalve to move it to a brake applying position, oracle :l'ordriving said{rear sector, a piston' contained in a cylinder for operating said rack,and auto matic means for controlling the Jfiuid pres;- sure in saidcylinder-acting on said piston.

11.9111 enginecids brake valve for controlling the usual pneumaticbrakes of rail way trains comprising, the usual cngineers brake valveeasing,a rotary valve in said casing a. lmusing); bolted on top oiv saidcasing, a handle projecting 'lron'isaid housing for Oljwl'lllll'lg saidrotary valve, an insi'ilating ring ineaid housing supporting a c0ntactsegment and directly coitmected to said rotary valve, and contactlingers supported by said housing; but insulating therefrom and adaptedto cooperate with said contact segment.

In testimony whereof I atlix my signature.

WINITHROP K. HOW'E.

